Combustion air flow responsive carbureting apparatus



Oct 19, 1948.

Filed June 23, 194.4

L. A. WILLIAMS, JR

COMBUSTION AIR FLOW RESPONSIVE GARBURETING APPARATUS 3 Sheets-Shut 1 @muuu mm1.

Oct. 19, 1948. L. A. WILLIAMS, .JR 2,451,459

' COMBUSTION AIR FLOW RESPONSIVE CARBURETING APPARATUS Filed June 23, 1944 3 Sheets-Sheet 3 Patented Oct. 19, 1948 COMBUSTION AIR FLOW RESPONSIVE CARBURETIN G APPARATUS Lynn A. Williams, Jr., Northfield, Ill., assignor to Stewart-Warner Corporation, Chicago, Ill., a corporation of Virginia Application June 23, 1944, Serial No. 541,827

3 Claims.

My invention relates generally to carbureting apparatus, and more particularly to improved means for controlling the flow of fuel to a fuel consuming device, such as a heater or internal combustion engine, in response to the mass flow rate of the air which is to be mixed with the fuel for combustion.

It is desirable to control the rate at which fuel is supplied to apparatus in which it is burned in accordance with the rate at which the combustion air is supplied, so as to maintain a substantially uniform fuel-air ratio in the mixture. In some types of fuel-burning apparatus, the mass rate of air ow varies considerably as, for example, in apparatus used on aircraft, particularly when the combustion air is supplied by means of a ram r scoop. In such apparatus the mass rate of combustion air ow may vary widely, with the speed of flight as well as with the altitude, that is, the density of the air.

It is the primary object of my invention to provide an improved carbureting apparatus in which the rate of mass flow of air for combustion is utilized as the controlling factor in adjusting the rate of fuel supply.

A further object is to provide an improved electrical means responsive to the rate of mass flow of combustion air for controlling the rate of fuel supply.

A further object is to provide an improved fuel iiow controlling apparatus for fuel consuming apparatus, which is responsive to the rate of mass ow of combustion air, and which operates in a simple manner to elect a highly sensitive control of the fuel supply, at low as well as high air flow rates.

Other objects will appear from the following description, reference being had to the accompanying drawings, in which:

Fig. 1 is a fragmentary longitudinal sectional view of an aircraft heater embodying the improved carbureting apparatus of the invention;

Fig. 2 is a diagrammatic view showing the elements of the rate of air mass flow responsive means in an exploded view, and showing the electric circuit connections diagrammatically; and

Fig. 3 is a central vertical sectional view of a modied form of the fuel flow rate controlling valve.

In Fig. 1, the invention is illustrated as forming part of an aircraft heater comprising a casing I6 through which air ows from an inlet conduit I2, being conducted to the space to be heated through an outlet conduit I4. Within the casing I2 is a. heat exchanger I6 connected to a combustion chamber head I8, the burning gases and products of combustion from the combustion chamber flowing through suitable passageways in the heat exchanger I6, and being discharged to the atmosphere through an exhaust conduit 20. Fuel is supplied to the combustion chamber head I8 through a nozzle 22 connected by a suitable conduit 24 with an electromagnetic fuel valve structure 2l.

The valve structure 26 comprises a suitable body 28 having a fuel inlet port 30 connected by a conduit 32 to a suitable supply of fuel under constant pressure. The body includes a metering port 34, the flow through which is controlled by a tapered valve `36 formed at the end of a solenoid plunger 38. The plunger is normally urged downwardly by an adjustable spring 40 and is reciprocable within a suitable nonmagnetic cylindrical guide 42 which is surrounded by a solenoid coil 44. The valve structure 26, as a whole, is hermetically sealed, the terminals of the solenoid winding 44 being connected to binding posts 46, 41, which are suitably insulated from one another. If desired, the upper portion of the valve body may be formed of a suitable insulating plastic material, thereby facilitating the insulation of the conductors connecting the ends of the winding 44 with the binding posts 46, 4l.

Air for combustion is supplied to the combustion chamber head I 8 through suitable conduit connections including an elbow 50 and a pipe 52. the latter being connected to a suitable source of air under pressure, such as an air scoop or ram, or a mechanically operated blower, Projecting into the pipe 52 is a device 54 which is responsive to the rate of mass flow of air through the pipe 52. The device 54 has terminals 56, 51, which are respectively connected to a source of energizing current, illustrated as a battery 60, through a manually operable switch 62.

The device 54 is shown in greater detail in Fig. 2 as comprising a pair of casings 64, 65, the inner ends of which are closed by a plate 66 and the outer ends of which are secured to a plate 66. The casings 64, 65, project into the pipe 52 through a suitable opening formed therein and are secured to a. mounting I0 (the latter being welded to the pipe 52), by studs 12. The casing 64 is provided with an inlet opening I4 facing in the upstream direction and an opening I6 facing downstream, considering the flow to be in the direction` indicated by the arrows in Fig. 2.

The casing 65 has a pair of openings 'I8 and parallel to the direction of air flow through the pipe 52, being thus subjected only to the static air pressure. As a result, air flow through fi UUilli the casing 65 will be limited almost entirely to that produced by natural convection effects resultingjgonnthe heating of the resistors R3 and R4 so that the flow through this casing will be at a constant relatively slow rate, whereas air ow through the casing 64 will be at a rate responsive to the velocity of the flow of the air through the pipe 52.

Suitably secured to a cover plate 82 are four tubular supports 84, 85, 86, and 81, the supports 84 and 85 being joined at their inner ends by an insulating connector strip 88, while the supports 86 and 81 are similarly connected by a strip 89.

A wire RI, preferably of iron or other metal or alloy having a high temperature coeflicient of resistivity, is suitably supported on the frame provided by the tubular supports 84 and 85, the ends of the Wire Rl being connected respectively to the terminals 56 and 59. Also wound around the supports 84, 85, but insulated from the resistance wire RI is a second similar resistance wire R2, the ends of which are connected respectively to the terminals 51 and 58. In a similar manner, a resistance wire R3 is carried by the tubular supports 86 and 81, and has its ends connected to the terminals 56 and 58. A resistance wire R4 is wound around the tubular supports 86 and 81, and is connected between the terminals 51 and 59.

It will thus be seen that the resistance wires RI, R2, R3, and R4, form four legs of a Wheatstone bridge in which opposite legs comprise resistances RI and R2 located in the casing 64, while the other opposite legs R3 and R4 are located in the casing 65. The terminals 58 and 59 constitute the input terminals of the bridge, while the terminals 56 and 51 form the output terminals thereof. The resistances RI to R4 are of sumciently low value that substantial current will ow through them at all times, and that the 12R loss through them will be sufficient to maintain the wires at a temperature Within the range at which the temperature coecient of resistivity is relatively high. The normal operating temperature of the wires RI to R4 should not be so high that oxidation takes place rapidly.

Upon closure of the switch 62, the resistances R| to R4, which for the sake of convenience may be of equal length and initial resistance, will be heated due to the 12R losses. If there is no air ow through the pipe 52, the voltage drop across the resistors RI to R4 will be equal, and hence there will be zero potential across the output terminals 56, 51. Assuming, however, that combustion air is being supplied through the pipe 52,

the wires RI and R2 Wil1 be prevented from rlsing to as high a temperature as the Wires R3 and R4, since, in addition to circulation of air through the casing 64 due to convection, there will be additional air flow through the casing 64 due to the dynamic pressure of the air at the inlet 14 and the somewhat lowered air pressure at the downstream facing outlet 16. As a result, the resistance oi wires R3 and R4 will be higher than that of the wires RI and R2. A potential will therefore exist across the output terminals 56 and 51 which will vary with the difference in the temperatures of the resistors RI and R2 on the one hand, and of R3 and R4 on the other hand.

Assuming that the resistance wires RI to R4 are heated to a temperature at which the temperature-specic resistance curve of the iron wire used is approximately linear, it will be clear that the voltage across the output terminals 56, 51 of the bridge circuit will. vary substantially directly as the temperature difference between resistors Cil Rl, R2 and R3, R4. By proper design of the openings 14, 16 and 18, 88, the voltage across the output terminals 56, 51 may be made to vary substantially linearly, or in nearly any desired predetermined manner, with the changes in mass iiow of air through the pipe 52. Thus the magnetic pull upon the plunger 38 of the solenoid fuel valve structure 26 will correspondingly vary, and the flow of fuel through the valve port 34 may likewise be designed to vary substantially linearly with the rate of mass flow of air through the combustion air supply pipe 52.

By correlative design of the openings in the casings 64, 65, in the specific resistance of the resistance wires RI to R4, in the variation in magnetic pull on the plunger 38 with variations in current ow through the solenoid winding 44, and in the shape of the valve portion 36 of the plunger 38, the rate of fuel flow to the nozzle 22 may be made to vary substantially linearly with respect to the rate of mass flow of combustion air into the combustion chamber, so that a, proper fuel-air ratio will be maintained despite wide variations in the altitude and air speed of the airplane.

In place of the simple solenoid Valve structure 26 shown in Fig. 1, the balanced valve structure of Fig. 3 may be employed, especially in installations where a suitable source of fuel under regulated pressure is not available.

In Fig. 3, the valve structure is shown as comprising four body castings 92, 93, 94, and 95, and provided with diaphragms 96 and 98 dividing the interior of these castings into a fuel chamber |88, a solenoid chamber |82, and a compensating chamber |84. The diaphragms 96 and 98 are suitably clamped between the castings 92, 93 and 94, 95, respectively, the castings being suitably secured together, as by cap screws |86. Fuel under pressure is supplied through a conduit |88 threaded in the casting 92, and enters the fuel chamber |88 through a valve bushing ||8 having a. valve port I2 with which a conical needle valve I4 is cooperable. The upper portion of the valve ||4 is of polygonal cross section so as to provide passageways for the ow of fuel. Fuel is discharged from the chamber |88 through a conduit I6, which leads to the burner nozzle of a heater, or to any other apparatus to which fuel is to be supplied at a regulated rate. In each case the conduit ||6 should include or terminate at a metering restriction so that there will always be substantial back pressure in the fuel chamber |88.

Suitably connected to the diaphragm 98 is a solenoid plunger ||8 which is reciprocable in the solenoid winding |28, the latter being suitably xed to the casting 93 within the chamber |82. The terminal conductors of the winding |28 pass through the wall of the casting 93 through an opening |22, which also serves to maintain the chamber |82 at atmospheric pressure.

An adjusting stud |24 is threaded in the solenoid plunger ||8 and has a disc |26 secured thereto, this disc having a plurality of peripheral notches |38. Upon removal of a plug |32 and the utilization of a suitable tool, such as a small screw driver, the disc |26 may be rotated for adjustment purposes. Stud |24 has its upper end seated in a socket |34 suitably secured to the diaphragm 98. A spring |36 is compressed between the diaphragm 98 and a suitable spring seat'member |38 secured to an adjusting screw |48.

A passageway |42 is provided by suitable successively registering holes in the castings 92, 93, 94, and 95, so as to provide free communication between the fuel chamber |88 and the compencannon iiUUlJ.

sating chamber IM. Except for the fact that the effective area of the diaphragm 98 is somewhat greater than that of the diaphragm 96, it Wilfba cle'ar that the fuel pressure above the diaphragm 98 balances that below the diaphragm 96. 'I'he diaphragm 98 is, however, made slightly of greater diameter than the diaphragm 96, and is mounted in such manner that its eiective area decreases as the central portion'of the diaphragm moves downwardly.

When the solenoid |20 is not energized, it will be apparent that the valve Il! will remain closed due to the force of the relatively light spring |36, and due to the fact that the effective area of the diaphragm 98 is slightly greater than that of the diaphragm 95. As soon, however. as the solenoid |20 is energized, due to an unbalance in the bridge circuit comprising resistance wires RI to R4, the force of the spring |36 and the differential action of the diaphragms 96 and 98 will be overcome. and the diaphragm 9B will be moved upwardly suiiicienctly to permit flow of fuel past the needle valve IN. As the potential across the output terminals of the bridge circuit comprising the wires RI to R4 increases, due to increased rate of mass flow of air through the pipe 52, the resultant increased current flow through the solelnoid winding |20 will cause the plunger H8, and

parts connected therewith, to move upwardly to an increased extent against the increased compression of spring |36 and the increased force applied by the diaphragm 98 as its effective area increases, thereby increasing the opening of the valve H4. In this way the f low of fuel is regulated in response to the rate of mass flow of air through the pipe 52 so that a proper fuel-air mixture, suitable for complete combustion in the heater, is maintained.

While I have shown and described particular embodiments of my invention, it will be apparent that numerous variations and modications thereof may be made without departing from the underlying principles of the invention. I therefore desire, by the following claims, to include within the scope of my invention all such variations and modifications by which substantially the results of my invention may be obtained through the use of substantially the same or equivalent means.

I claim:

1. In the combination comprising aliquidfuel burning device, a comhustinmainsupply conduit and a `fgeimlirie--nfor said device, an/.elecilill operatQdS/alygfqr modulating the rate of flow of fuel through said line in response to a varying electrical potential, electric circuit means for varying the potential at said fuel control valve, and the last said means includinglectrical resistors yresponsiveto thecaoling. eectcftheair flowing ,throughsaidconduit the i ent in said electric circuit which comprises/a bridge circuit, a resistor element in said bridge circuit and means associated with said resistor element to cause air to flow in contact therewith when air ows through said conduit such that the mass rate of flow of air in contact with said resistor element is a function of the mass rate of ow of air through said conduit, a second resistor element in said bridge circuit and means associated with said second resistor element to pass air from said conduit in contact with said second resistor at a substantially constant rate regardless of the -rate of flow through said conduit, and said second resistor being arranged in opposition to the first said resistor in said bridge circuit.

2. A bridge circuit device for providing an electrical potential bearing a denite relation to the rate Vdf. masslvil of variable temperature uid throughvgMQQnduiLcomprisng a bridge circuit which includes two pairs of conductors having a high temperature coeflicicnt of resistivity, said pairs of conductors being in opposite legs of said bridge circuit, means subjecting one pair of said conductors to the static cooling effect of the fluid in the conduit including a casing for said pair of conductors located within the conduit and having an inlet opening and an outlet opening both disposed in planes substantially parallel to the direction of flow in the conduit, said pair of conductors acting to compensate for ambient temperature, means subjecting the other pair of conductors to the dynamic cooling effect of the fiuid in the conduit including a casing for said conductors having an inlet opening and an outlet opening disposed in the walls of the casing which face upstream and downstream respectively, a source of electrical energy connected to the input terminals of said bridge circuit and an electrically actuated control device connected across the output terminals of said bridge circuit and responsive to variations in potential across said output terminals.

3. A bridge circuit device for providing an electrical potential bearing a definite relation to the ratepjmassggw of variable temperature fluid through a conduit comprising a bridge circuit which includes two pairs of conductors having a high temperature coefficient of resistivity, said pairs of conductors being in opposite legs of said bridge circuit, means subjecting one pair of said conductors to the static cooling effect of the fluid in the conduit including a casing for said pair of conductors located within the conduit and having an inlet in the lower portion of one side wall and an outlet in the upper portion of the opposite side wall, said pair of conductors acting to Compensaterfor ambient llteinmeraltlir e, means subjecting the other pair of conductors to the dynamic cooling effect of the fluid in the conduit including a casing for said conductors having an inlet in the lower portion of one end Wall and an outlet in the upper portion of the opposite end wall, both of said casings being relatively narrow transversely of the direction of flow and elongated in the direction of flow with said conductors supported with said casings and wound in relatively fiat coils exposing their surfaces principally in planes parallel to said direction of flow, a source of electrical energy connected to the input terminals of said bridge circuit, and an electrically actuated control device connected across the output'terminals of said bridge circuit and responsive to variations in potential across said output terminals.

LYNN A. WILLIAMS, Ja.

REFERENCES CITED The following references are of record in the le of this patent:

UNITED STATES PATENTS Number Name Date 1,437,611 Packard Dec. 5, 1922 1,437,626 Wilson Dec. 5, 1922 1,691,600 Brush Nov. 13, 1928 1,724,296 MacGregor-Morris Aug. 13, 1929 1,726,721 Schullstroni Sept. 3, 1929 2,112,750 Price Mar. 29, 1938 2,214,181 Rylsky Sept. 10, 1940 

